Need to come up with a good D Series frankenstein setup that's more geared towards revs, higher compression, NA, acceleration, and mostly, stockness...

The mini me (the real one, not just any other combination) which is a D16A6 with a Z6 head and intake is good because the Z6 head raises the compression ratio to about 11.5:1 and is capable of making quite a bit of extra power and torque, especially in the higher rpm range with just simple ECU tuning on a good dyno.

What I was wondering is if there is a better, more reliable setup than that? That's what I've seen as the most succesful and reliable and that's what I want to beat.

Here are my thoughts\questions, I could use some good response, or at least a bump if you don't know the answers...

Z6 longblock, Si tranny, CRX si...

The clutch, pp and flywheel would be the Z6 pieces since the tranny is an 89 and it can deal. Quick question #1, will the Z6 axels work with the Si tranny and the CRX Si knuckles?

Use all of the Rywire converting harnessess and a p28 virgin ECU. This way the setup would almost be exactly stock. No Si distrbutor that looks like crap how it's offset and held on by the washer of a bolt and all of that crap. The injectors are OBD0, there is an injector resistor box, the engine harness is Si and modified for the fan switch.

Use an Si solid one piece stud girdle in the bottom end for strength while keeping the Z6 rotating assembly since it revs higher than the Si. But, use the Si pistons for more compression. What would it take to use the Si pistons and stud girdle in the Z6 longblock? Would it be a good set of improvements? I figure that using a block intended to rev and intended for VTEC would be better than using an Si. People only use them anyway for the pistons and stud girdle, so why not put them in the correct block for the better of the VTEC heads and intakes?

I figure even without the pistons and girdle, the stock power potential of that longblock, wired properly and using an unfucked ECU would be excellent in a CRX. As long as the Si pistons and girdle can go right in without any need to do anything but measure\plastigage and stuff, I have it all on the side and I'd like to post the dyno charts of the Z6 before and after with virgin ECU, then the before and after with TurboEdit on an eddycurrent loading DynoJet. Plus, I'll have the A6 bottom, Z6 head, A6 manifold charts with the same programming to compare.. Just let me hear your input!